US6345225B1 - Electromechanical brake system - Google Patents
Electromechanical brake system Download PDFInfo
- Publication number
- US6345225B1 US6345225B1 US09/554,795 US55479500A US6345225B1 US 6345225 B1 US6345225 B1 US 6345225B1 US 55479500 A US55479500 A US 55479500A US 6345225 B1 US6345225 B1 US 6345225B1
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- brake
- module
- pedal
- brake system
- braking value
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- 238000001514 detection method Methods 0.000 claims description 23
- 238000013461 design Methods 0.000 claims description 13
- 238000012546 transfer Methods 0.000 claims description 9
- 238000007596 consolidation process Methods 0.000 claims description 5
- 230000008878 coupling Effects 0.000 claims description 4
- 238000010168 coupling process Methods 0.000 claims description 4
- 238000005859 coupling reaction Methods 0.000 claims description 4
- 238000005516 engineering process Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 5
- 230000015556 catabolic process Effects 0.000 description 4
- 230000002950 deficient Effects 0.000 description 4
- 238000006731 degradation reaction Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
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- 238000011156 evaluation Methods 0.000 description 1
- 230000036039 immunity Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000013178 mathematical model Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
Definitions
- This invention generally relates to brake systems and more particularly relates to an electromechanical brake system and to a method for controlling an electromechanical brake system.
- This so-called electronic brake system includes a central module and brake modules associated with the brake circuits or wheel groups.
- the central module of this disclosure may perform ABS and TSC computations, can adjust the braking force distribution and determine wheel-specific nominal braking pressure values.
- an electromechanical brake system in particular for automotive vehicles, which includes a pedal module for redundant detection of a drivers brake pedal actuation by means of a suitable sensor system.
- the brake system may include a device for determining a nominal braking value on the basis of the driver's intention and a brake module for actuating at least one wheel brake on the basis of the nominal braking value.
- a data transfer unit which is provided redundantly and which establishes a data flow connection between the pedal module, the device and the brake module, the device preferably including an error detection circuit which can detect any errors in the determination of the nominal braking value.
- the brake module may be a circular module, with in each case it being possible that a power electronics system for actuating two actuators is contained in the circular module.
- Actuator-specific functional software (such as clamping force control) for two actuators may be implemented in each of the circular modules.
- the modules may be connected by way of a double data bus or rather by way of the data transfer unit.
- the architecture of the brake system essentially is characterized by the signal and redundancy interfaces of the modules which, e.g., are error-tolerant, fail-silent or failsafe.
- the architecture sets special store by the allocation of the function of error detection by means of the modules themselves.
- a further advantage of this invention lies in the fact that, irrespective of the existence or non-existence of a braking intention, a clamping of a brake which is critical in terms of safety and is caused by an error in a computer, power electronics system or actuator with sensors is rendered impossible.
- FIG. 1 is a schematical block diagram according to a first embodiment.
- FIG. 2 is a schematical block diagram according to a second embodiment.
- FIG. 3 is a schematical block diagram according to a third embodiment.
- FIG. 4 is a schematical block diagram according to a fourth embodiment.
- FIG. 5 is a schematical block diagram according to a fifth embodiment of this invention.
- FIG. 1 shows a pedal module 1 with a schematically indicated brake pedal 2 .
- Brake pedal 2 or rather the movement of brake pedal 2 can be detected by means of a sensor system 3 comprising three sensors. It is possible to use two pedal travel sensors and one pedal force sensor.
- the output signals of this sensor system 3 then are fed to modules for converting the signals of sensor system 3 into digital signals.
- These modules e.g., may be two integrated analog-digital converters 4 .
- the analog-digital converters 4 are coupled with a data bus 5 .
- each sensor with an analog-digital converter 4 of its own and to transfer the digitized values to two bus couplings (not represented).
- the first structure (as illustrated) has advantages because of the simpler allocation of the clamping force supply, with the second design having advantages because of the simpler error detection with regard to sensor and converter errors.
- the drivers intention to brake can be detected in the pedal module 1 by way of the corresponding sensor system 3 .
- Sensor system 3 features a redundant and dissimilar design. In this case, e.g., the pedal travel and the force applied by the foot are detected.
- the analog signals of sensor system 3 are locally converted into digital values and transferred without any further preparation to the redundant data bus 5 . However, the transferred data may be erroneous.
- Data consolidation i.e., the detection of defective sensors or of defective hardware and a determination of a nominal braking value on the basis of the output signals of sensor system 3 , now can take place in this embodiment, e.g., in a central module 6 .
- the nominal braking value determined in central module 6 then can be transferred to brake modules 7 via data bus 5 .
- the nominal braking value or rather the intention to brake then is converted into a nominal value of a clamping force, of a braking torque and/or into an equivalent value.
- Central module 6 can superimpose superior functions such as ABS, TSC etc. on the nominal braking value and thus modify the nominal braking value, if necessary. Further the central module 6 may feature a fail-silent design. In the event of an error, the central module will pass over into a safe condition so as not to affect any other components or the overall system adversely. In this embodiment, the central module turns off in case of error detection.
- an emergency operation function becomes activated which performs the generation of the nominal braking value in each brake module 7 .
- What is required for this operation is only the evaluation of one sensor signal of sensor system 3 .
- it is expedient to evaluate more than one sensor for physical reasons (resolution, noise, etc.), however, it is expedient to evaluate more than one sensor.
- the nominal braking value is determined from the sensor signals and transferred to the other brake module 7 by way of data bus 5 .
- the intact brake module 7 takes over the computation of the nominal braking value. Without implemented superior function, however, the brake module 7 does not perform any data consolidation and error detection.
- FIG. 2 thus includes a low-cost variant of the brake system wherein the central module function is provided in a brake module 7 .
- FIGS. 1 and 2 illustrate four actuators which can apply a braking force to one wheel 9 each.
- the actuators 8 e.g., are electric motors pressing the brake linings against a brake disc of wheel 9 .
- FIGS. 1 and 2 Further represented in FIGS. 1 and 2 is that two power units Bat 1 and Bat 2 are provided, with one power unit each being provided for one brake module 7 . It is thus ensured that, upon failure of one power unit, one brake module 7 can continue to be reliably supplied with current. The same is true of the analog-digital converters 4 .
- the brake modules 7 feature a failsafe design.
- the power electronics system, the actuators, the sensors of the actuators and the computer of the brake module 7 e.g., are collated with reality by way of computation models.
- computation models such as differential equation
- Brake module, then, 7 passes over into a safe condition.
- the brake, then, is released and thus opens or rather only drags on the brake disc of wheel 9 .
- the failsafe design of brake module 7 thus can be achieved by means of hardware redundancy and analytical redundancy (software redundancy).
- Each brake module 7 further includes a device for time-synchronous detection of wheel speeds.
- the wheel speeds are fed to the data bus 5 and transferred to the component or element performing the superior functions.
- the brake modules 7 have a time basis in common.
- FIG. 3 represents a further embodiment of this invention.
- the sensor system 3 of this embodiment may consist of redundant sensors, e.g., detecting the pedal travel and the force applied by the foot. These analog signals again are locally digitized.
- Data consolidation i.e., the detection of defective sensors or of defective hardware and the determination of nominal braking values now takes place in pedal module computers 10 .
- Pedal module 1 thus features an error-tolerant design.
- the error-tolerant system emits a consolidated signal, with it being assumed that the consolidated signal (namely, e.g., the nominal braking value) is correct.
- An error of a sensor of the sensor system 3 being detected, the error-tolerant pedal module 1 can reconfigurate itself, with the same function then being possible to be carried out as before without any functional loss.
- the consolidated nominal braking value then is transferred to the central module 6 , modified by superior functions (ABS, TSC, etc.) if necessary, and then transferred to the brake modules 7 .
- the brake modules 7 then use the nominal braking value for the output of a clamping force, a braking torque or of equivalent data, with the actuators 8 then being applied correspondingly. If there is a failure of the central module 6 , an emergency operation function is activated. The same is true when the central module function is realized in a brake module 7 .
- the nominal braking value is directly converted in each of the brake modules 7 into a corresponding nominal value of the clamping force, the braking torque, etc.
- a brake module 7 If the superior functions are implemented in a brake module 7 (FIG. 4 ), then the intention to brake is modified in this brake module 7 and transferred as a modified nominal braking value to the other brake module 7 via data bus 5 .
- This modified nominal braking value then, again, is used for the determination and output of an equivalent clamping force, of a braking torque or of an equivalent value.
- the intact brake module 7 takes over the determination of the clamping force, of the braking torque or of the equivalent data.
- the design of the pedal module I is a multiple redundancy design. It is possible to provide at least three computers so that the generation of the nominal braking value is error-tolerant.
- the example of an embodiment represented in FIGS. 3 and 4 represents a computer structure of the pedal module computer 10 including two redundant computers in a duo/duplex structure.
- the computer of the pedal module 1 consists of four computers (R 1 , R 1 ′, R 2 , R 2 ′), each time two of them being combined to form a failsafe (fail-silent) structure.
- a consolidated driver's intention to brake is determined per computer pair and transferred to data bus 5 .
- the affected redundant computer turns off, i.e., there is either an output of a flawless nominal braking value or of none.
- a triplex computer with a voter/monitor downstream. In such a structure there would be only the output of a consolidated nominal braking value.
- the central module 6 or rather the control unit includes the above-mentioned superior functions and, in case of the non-failsafe pedal module 1 , performs the determination of the nominal braking value. Further, in case of the non-error-tolerant or rather non-failsafe pedal module 1 , the central module 6 performs an error detection of pedal module 1 .
- the central module computer 11 is redundant and turns off automatically in case of an error. Central module 6 , then, is either silent (fail-silent) or still reports a message of its failure in order to bring the overall system into a safe condition (failsafe). There is no output of any erroneous value. If the functions of central module 6 are implemented in a brake module 7 (FIGS. 2 and 4 ), the above statements are equivalently true. In this embodiment, however, there is no central module/brake module interface.
- the brake module 7 consists of a redundant brake module computer 13 (R 1 , R 1 ′), of the power electronics system for two actuators 8 and of a redundant-design or cyclically testable disconnecting unit 14 .
- the actuator-specific sensor signals (such as current, clamping force, position, temperature etc.) are fed to brake module 7 or rather to brake module computer 13 .
- the disconnecting unit 14 is separated from the power electronics system in terms of safety, i.e., any error in the power electronics system does not have any influence on the function of disconnection.
- the redundant computer structure ensures that, in case of a disconnecting instruction of the central module 6 or in case of an error in the brake module 7 , the disconnecting instruction is carried out locally correctly. Thanks to this structure it is possible to economize on a separate disconnecting line of the central module 6 .
- the redundancy interface is failsafe, i.e., the brake module 7 performs its specific function or it turns off automatically in case of failure, reporting a message of the malfunction, or it is silent in case of a computer error. Thanks to the failsafe structure it is ensured that any error is detected and the actuator 8 can be turned off.
- an analytical redundancy (software redundancy) is achieved for the power electronics system, the actuator 8 and the sensors of actuator 8 .
- an error detection is enabled which is carried out on the basis of the actuator-specific sensors (current sensor, position sensor, clamping force sensor, temperature sensor etc.) and of the specific mathematical model of actuator 8 . If the difference (prepared if necessary) between the model output and the measured signals is excessive this means the existence of an error and actuator 8 is turned off.
- the data bus 5 is a double bus and connected with each module. For cost reasons, it is possible to use a reduced double bus 5 . It would be possible to economize on the second bus as far as the central module 6 and a brake module. Safety with regard to the braking function in case of failure, however, remains maintained as the connection from pedal module 1 to one of the brake modules 7 (e.g., for the front axle) is a double bus. However, as compared with the complete double bus structure there is a functional loss (superior functions), e.g., in case of a bus failure in the simplex bus. This functional loss, however, may perhaps be tolerable.
- the data bus 5 may be a CAN bus (Controller Area Network bus) with an event-oriented data transfer. It is further possible to use a TTP (Time Triggered Protocol) so that a time-synchronous computer network becomes possible.
- TTP Time Triggered Protocol
- a central and synchronous detection of the wheel speeds can be performed in central module 6 or in a brake module 7 .
- a separate detection and preparation of the wheel speed data and bus transfer it is necessary for the detection to be performed in the brake modules 7 in a time-synchronous manner. This is easy to perform by using a TIP bus.
- a CAN bus would require a major expenditure in order to achieve the needed sychronism.
- Two independent power supply sources (Bat 1, Bat 2) are needed for energy supply.
- two actuators 8 in a brake module in case of an error, there results a degradation which is comparable to a hydraulic brake. Failure of one brake module 7 or of one energy supply unit results in a failure of two brakes 8 , 9 . Thus it is possible to speak of a circuit failure. If the superior functions are implemented in the brake module 7 concerned (cf. FIGS. 2 and 4) they also fail. This may be tolerable since, in case of a circuit failure, superior functions are not needed any longer, either. In case of a failure in an actuator 8 and in the associated power element and sensors, otherwise, only one wheel brake would be affected.
- the superior functions cf. FIGS. 1 and 3
- the fill wheel brake function being maintained.
- a failure of one bus does not result in any degradation (with the exception of the case when the aforementioned reduced double bus is used).
- the inventive system structure ensures that there does not happen any error propagation. According to this invention, any error is detected before it can have an effect on other functions or modules. Further, couplings are reduced and the communication effort is minimal in case of an error. It is of no importance for error propagation and the effort for error detection whether the function of detecting the driver's intention (determination of the nominal braking value) and of error detection of the pedal sensors are processed in pedal module 1 or in central module 6 .
- FIG. 5 shows another embodiment of this invention.
- each of the brake modules 7 now is provided with a redundant computer 13 , a power electronics system, an actuator 8 and the actuator-specific sensors (e.g., current, clamping force, position) and with a redundant-design or cyclically testable disconnecting unit 14 for the clamping force supply of the actuator 8 .
- redundant computer 13 is now provided for each of the wheel brakes.
- a failure of computer 13 only one wheel brake is affected as, then, all the other brake modules 7 are continuing to operate flawlessly.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Safety Devices In Control Systems (AREA)
Abstract
Description
Claims (14)
Applications Claiming Priority (7)
Application Number | Priority Date | Filing Date | Title |
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DE19751917 | 1997-11-22 | ||
DE19751917 | 1997-11-22 | ||
DE19751916 | 1997-11-22 | ||
DE19751916 | 1997-11-22 | ||
DE19832167A DE19832167A1 (en) | 1997-11-22 | 1998-07-17 | Electromechanical braking system for cars |
DE19832167 | 1998-07-17 | ||
PCT/EP1998/007471 WO1999026822A1 (en) | 1997-11-22 | 1998-11-20 | Electromechanical brake system |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/493,272 Continuation US7330898B2 (en) | 2000-04-07 | 2006-07-25 | Network content management |
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Publication Number | Publication Date |
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US6345225B1 true US6345225B1 (en) | 2002-02-05 |
Family
ID=27217956
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/554,795 Expired - Lifetime US6345225B1 (en) | 1997-11-22 | 1998-11-20 | Electromechanical brake system |
Country Status (4)
Country | Link |
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US (1) | US6345225B1 (en) |
EP (1) | EP1032518B1 (en) |
JP (1) | JP2001523619A (en) |
WO (1) | WO1999026822A1 (en) |
Cited By (79)
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US6525432B2 (en) * | 1999-04-03 | 2003-02-25 | Robert Bosch Gmbh | Method and device for operating a dispersed control system in a motor vehicle |
US6618660B2 (en) * | 2001-10-15 | 2003-09-09 | General Motors Corporation | Anti-lock brake yaw control method |
US20030174071A1 (en) * | 2002-03-08 | 2003-09-18 | Inductive Signature Technologies, Inc. | Normalization of inductive vehicle detector outputs |
US20040015281A1 (en) * | 2001-04-12 | 2004-01-22 | Reinhard Weiberle | Electronic control system, particularly for a vehicle brake system |
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US20040168511A1 (en) * | 2001-09-14 | 2004-09-02 | Achim Przymusinski | Method for controlling a piezo-actuated fuel-injection valve |
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EP1032518A1 (en) | 2000-09-06 |
EP1032518B1 (en) | 2003-05-28 |
WO1999026822A1 (en) | 1999-06-03 |
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